Transmission mechanism.



yN0. "838,259. Y PATEN'IED DEC. Il, 1906.

A. Nl MANROSS.

TRANSMISSION MECHANISM.

APPLICATION FILED JUNE l, 1906.

S11-UWM fo@ iran STATES PATENT OFFTCE.

vARTHUR N. MANROSS, OF NEW BRITAIN, CONNECTICUT, ASSIGNOR TO CORBIN MOTOR VEHICLE CORPORATION, OF NEW BRITAIN, CON- NECTICUT, A CORPORATION OF CONNECTICUT.

TRANSMISSION MECHANISM.

Specification of Letters Patent.

Patented Dec. 11, 1906.

Application filed June l. 1906. Serial No. 319,680.

of which the following is a full, clear, and exact description. My invention relates to power-transmission mechanism, particularly useful for automo biles or motor-vehicles.

The object of the invention is to provide a simple and effective means for varyingthe speed of the driven shaft relative to the driving shaft or entirely disconnecting the same therefrom.

The accompanying drawing illustrates in plan a' Gear case or frame, the cover being removed to show the interior arrangement of gears and clutches, the said gears and'clutches themselves being shown in section.

A, B, C, D, E, F, G, H, and I represent gears of different ratios.

X and Y represent clutches.

J is the driving-shaft.

K is the driven shaft having suitable bearbeing shifte L is a draw-bar which may be shifted to and fro by any suitable means and by means of which the clutch X may be controlled. L is an arm carried by the draw-bar L, and by which engagement is effected between said draw-bar and said clutch. M is another draw-barand M (indicated in dotted lines) is an arm carried by said bar and by which the same is connected with the clutch Y.

O is a counter-shaft.

All of the shafts have suitable bearings.

The clutches X and Y are splined to or squared on the driving-shaft J and countershaft O, res ectively, but are capable of longitudinally thereon. The clutch X is provided with clutch-dogs on each end, arranged to engage with correponding dogs on the hubs of the gears C or Theclutch Y has clutch-.dogs on each end, which may be engaged with correponding dogs on the hubs of the gears E or The gears A and B are fixed on the drivingshaft J, while the gear C is normally loose thereon. The fears G and H are fixed on the counter-shaft O, while ears E and F are normallyloose thereon. T e gear I ismerely an intermediate pinion between gears A and E and used for the purpose of reversing. In the drawing it is shown as slightly offset simply so that it may be seen. Obviously in practice it would be directly behind the gears A and B when viewed from above, as shown in the drawing.

For first speed-ahead power is transmitted from the driving to the driven shaft through the gears B, F, H, and D, the clutch Y being shifted to the right, so as to lock gearF on the counter-shaft O, whereupon the same will be Adriven bygear B. For second speed-ahead the clutch Y is first thrown back to its neutral position, (indicated in the drawing,) and then the clutch X is shifted to the left, so as to lock gear C to the driving-shaft J, whereupon power will be transmitted to the driven shaft K by Gears C, G, H, and D. For third speed-ahead or high speed in this particular arrangement the clutch X is shifted to the right, soas to lock into gear D, (first freeing gear C.) Inasmuch as gear D is fixed on the driven shaft K, the power will then be transmitted directly from the driving-shaft J to the driven shaft K through said clutch connection. To reverse, the clutch X is restored to its normal idle position (indicated in the drawing) and the clutch Y is thrown to the left into engagement with gear F, whereupon, the latter being then locked on the countershaft O, the counter-shaft will be driven in a reverse direction through the operation of pinion I and power then be transmitted through gears H and D to the driven shaft K, turning it in a reverse direction.

From the foregoing it will be seen that the transmission of each of the several different speeds measured by the difference in ratios of the various gear combinations is effected by a positive clutch. All of the gears on the main shaft are always in mesh with all of 'the gears on the counter-shaft, one gear in each speed combination being free to rotate on its respective shaft. When a certain speed is desired, the free gear in that articular combination is positively locke to its shaft Without danger of chipping or breaking the teeth. By this arran ement only about one-third or one-half o the lateral shifting motion is required to make a change than is required in the usual sliding-gear sys- IOO nation on the driving-shaft and counter-shaftl being loose, a clutch on the driving-shaft arranged to lock together the driving and driven sha t-s when in one position and to lock one of the loose gears on the driving-shaft when in another position, and a clutch on the counter-shaft arranged to lock one of the loose gears thereon when inone position and another loose gear thereon when in another position.

2. In a transmission system a driving-shaft,

a driven shaft in line therewith, a countershaft, a plurality of gears on the drivingshaft, a single gear fixed on the driven shaft,

ears on the counter-shaft which are always 1n mesh with the gears on the driving and driven shafts, one ofthe gears in each combination on the driving-shaft and counter-shaft being loose, aclutch on the drivin -shaft ar- -ranged to lock together the driving and driven shafts when in one position and to lock one of the loose gears on the drivingshaft when in another position, and a clutch on the counter-shaft arranged to lock one of the loose gears thereon when in one position and another loose gear thereon when in another position, one of the gear combinations on the driving and counter shaft including an intermediate pinion.

3. In a `power-transmission apparatus,l a

driving-shaft, a driven shaft in line therewith, I

a counter-shaft, tWo fixed gears of diiferent ratios on the 'driving-shaft, a gear revolubly mounted on said driving-shaft, two ears revolubly mounted on the counter-s aft, one meshing directly with one of the fixed gears on the drivin -shaft, the other meshing indirectly throug the medium of a pinion with the other fixed ear on the driving-shaft, two fixed ears on te counter-shaft one meshing direct y with the loose gear on the driving-shaft and the other meshing directly with the fixed gear on the driven shaft, two

clutches carried by the driving and the counter shaft respectively, said clutches being locked against rotation thereon but free to slide, and means for sliding said gears whereby any one of the gear combinations may be coupled for driving while the others are idle, one of said clutches bein arranged to lock together thedriving and t e driven shafts by direct connection.

ARTHUR N. MANROSS.

Witnesses G. ERNEST ROOT, WM. V. COLLINS. 

